Engine valve drive control apparatus and method

专利摘要:
The present invention relates to a drive control apparatus and method for an engine valve for driving the engine valve 10 of an internal combustion engine based on the electromagnetic force of the electromagnets 61 and 61. The apparatus may be configured such that the controller sets the target driving speed of the engine valve corresponding to the engine no load in accordance with the displacement of the engine valve and approximately matches the target driving speed for setting the actual driving speed of the engine valve. The magnitude of the electromagnetic force is controlled by energizing the electromagnet according to the deviation between the speed and the target driving speed.
公开号:KR20020003288A
申请号:KR1020010037383
申请日:2001-06-28
公开日:2002-01-12
发明作者:후와도시오
申请人:와다 아끼히로；도요다 지도샤 가부시끼가이샤；
IPC主号:

专利说明:

ENGINE VALVE DRIVE CONTROL APPARATUS AND METHOD}
[15] The present invention relates to a drive control apparatus and method for an engine valve for driving control of an engine valve of an internal combustion engine based on an electromagnetic force of an electromagnet.
[16] Background Art Conventionally, a device is known in which an engine valve such as an intake valve or an exhaust valve of an internal combustion engine is controlled to be driven based on an electromagnetic force of an electromagnet. In this type of drive system, in addition to securing good operating stability in driving the engine valve, suppressing the power consumption according to the drive as much as possible, when the engine valve reaches its displacement end, that is, completely closed or completely It is desired to reduce the driving speed at the time of opening and to suppress the generation of noise due to opening and closing of the valve.
[17] Therefore, in the apparatus described in Japanese Patent Laid-Open No. 9-217859, the actual operation state of the engine valve is detected, and the electromagnetic force of the electromagnet is controlled so that the actual operation state matches the target operation state. By such control, the electromagnetic force of the electromagnet is controlled to a size suitable for the various requirements as described above.
[18] By the way, in the apparatus described in the above publication, when controlling the electromagnetic force of the electromagnet, for example, a position deviation between the actual position of the engine valve and the target position (completely open position or completely closed position) is obtained, and the electromagnetic force is based on this position deviation. The electromagnet is energized so as to have an appropriate size for displacing the engine valve to the target position. For example, when this positional deviation is large, the exciting current of the electromagnet is increased so that the engine valve is opened and closed by a larger electromagnetic force.
[19] However, an external force that changes depending on the engine load such as internal pressure (cylinder pressure), intake pressure, or exhaust pressure in the combustion chamber is applied to the engine valve. For this reason, if the electromagnetic force of the electromagnet is controlled based only on the positional information of the engine valve, such as a position deviation, for example, the electromagnetic force is insufficient when the driving force required to drive the engine valve is increased by the influence of this external force. There is a fear that the operational stability of the engine valve may not be secured. On the other hand, if this is set large enough in advance to avoid such a lack of electromagnetic force, the engine valve may be driven by an excessive electromagnetic force depending on the state of the engine load, and noise or vibration caused by an increase in power consumption or its opening and closing may be caused. It causes the occurrence of. For this reason, in appropriately controlling the electromagnetic force at the time of driving the engine valve, it is necessary to perform the energization control of the electromagnet according to the engine load in order to take into account the influence of such external force.
[20] However, in order to control the energization of the electromagnet according to the engine load in this way, in addition to the position information of the engine valve, the relationship between the engine load and the electromagnetic force suitable for the engine load is obtained through experiments, and this is set as a control map in advance. In addition, a lot of time is required for the proper operation of the control constant.
[21] SUMMARY OF THE INVENTION An object of the present invention is to provide a drive control apparatus for an engine valve that can drive control the engine valve with an appropriate electromagnetic force according to the engine load, and can greatly simplify the fitting operation of the control constant used for the control. Is in.
[22] In order to achieve the above and / or other objects, a first aspect of the present invention is to provide a drive control device for an engine valve for controlling the drive of an engine valve of an internal combustion engine based on an electromagnetic force of an electromagnet. The controller of this apparatus sets the target driving speed of the engine valve corresponding to the engine no-load according to the displacement of the engine valve, and the actual driving speed of the engine valve approximately matches the set target driving speed. The magnitude of the electromagnetic force is controlled by energizing the electromagnet according to the deviation between the speed and the target driving speed.
[23] When the driving force required to drive the engine valve stably changes according to the external force based on the engine load, the actual driving speed is different from the target driving speed of the engine valve corresponding to the engine no load due to the influence of the external force.
[24] According to the drive control device of the above configuration, when the actual driving speed is deviated from the target driving speed corresponding to the engine no load by the influence of the engine load, the electromagnet is energized and controlled according to the deviation degree, and the actual driving speed is no engine load. The electromagnetic force of the electromagnet is controlled so that it almost matches the target driving speed of. Therefore, even when the external force acting on the engine load is changed, the engine valve is driven with an appropriate electromagnetic force according to the engine load so that the opening and closing characteristics equivalent to the engine no-load are secured. As described above, in controlling the electromagnetic force of the electromagnet according to the engine load, suitable work such as obtaining a relationship between the engine load and the electromagnetic force suitable for the engine load by experiment or the like is unnecessary. The target drive speed may be set according to the displacement of the engine valve. This makes it possible to greatly simplify the fitting work of the control constants.
[1] 1 is a schematic configuration diagram showing an exhaust valve and a drive control device thereof;
[2] Fig. 2 is a timing chart showing the temporal transition under no engine load such as valve displacement;
[3] 3 is a calculation map showing a relationship between a target drive speed and a valve displacement;
[4] 4 is a calculation map showing the relationship between the magnitude of the feedforward current supplied to the lower coil and the valve displacement;
[5] 5 is a calculation map showing the relationship between the magnitude of the feedforward current supplied to the upper coil and the valve displacement;
[6] Fig. 6 is a graph showing each transition form of actual driving speed and target driving speed in correspondence with valve displacement;
[7] 7 is a flowchart showing the procedure of the valve drive control in the first embodiment;
[8] 8 is a timing chart showing temporal trends such as valve displacement, feedback current, and feedforward current;
[9] 9 is an arithmetic map referred to when setting a feedback gain;
[10] 10 is a schematic configuration diagram of an internal combustion engine to which a valve drive control device is applied in a third embodiment;
[11] 11 is a flowchart showing the procedure of the valve drive control in the third embodiment;
[12] 12 is a graph showing each transition type of actual driving speed and target driving speed in correspondence with valve displacement;
[13] 13 is a graph showing the relationship between the electromagnetic force demand value and the air gap and the command current I;
[14] Fig. 14 is a flowchart showing the procedure of valve drive control in the fifth embodiment.
[25] EMBODIMENT OF THE INVENTION Hereinafter, 1st Embodiment which applied this invention to the drive control apparatus of the intake valve and exhaust valve of an internal combustion engine is demonstrated.
[26] In the present embodiment, both of the intake valves and the exhaust valves are configured as electromagnetic drive valves that are opened and closed by electromagnetic force of the electromagnet. Since these intake valves and exhaust valves have the same configuration and their driving control forms, the configuration and the like will be described below using the exhaust valve as an example.
[27] As shown in FIG. 1, the exhaust valve 10 includes a valve shaft 20 supported by the cylinder head 18 so as to be reciprocated, a valve body 16 provided at one end of the valve shaft 20, and a valve shaft ( An electronic drive unit 21 for reciprocating 20 is provided. The cylinder head 18 is provided with an exhaust port 14 which communicates with the combustion chamber 12, and a valve seat 15 is formed near the opening of the exhaust port 14. In accordance with the reciprocating motion of the valve shaft 20, the valve body 16 is fixed to and detached from the valve seat 15 to open and close the exhaust port 14.
[28] The lower retainer 22 is provided in the valve shaft 20 at the end opposite to the end where the valve body 16 is provided. A lower spring 24 is disposed in a compressed state between the lower retainer 22 and the cylinder head 18. The valve body 16 and the valve shaft 20 are biased in the valve closing direction (the upper direction in FIG. 1) by the elastic force of the lower spring 24.
[29] The electromagnetic drive unit 21 includes an armature shaft 26 arranged coaxially with the valve shaft 20. A disk-shaped armature 28 made of a high permeability material is fixed to a central portion of the armature shaft 26, and an upper retainer 30 is fixed at one end thereof. The end opposite to the end where the upper retainer 30 is fixed in the armature shaft 26 abuts the end on the lower retainer 22 side of the valve shaft 20.
[30] In the casing (not shown) of the electromagnetic drive unit 21, the upper core 32 is positioned and fixed between the upper retainer 30 and the armature 28. Similarly, the lower core 34 is located between the armature 23 and the lower retainer 22 and fixed in this casing. Both of these upper cores 32 and lower cores 34 are formed in a ring shape by a high permeability material, and the armature shaft 26 penetrates through each of the central portions thereof in a reciprocating manner.
[31] An upper spring 83 is disposed in a compressed state between the upper cap 36 and the upper retainer 30 installed in the casing. The armature shaft 26 is added to the valve shaft 20 side by the elastic force of the upper spring 38. In addition, the valve shaft 20 and the valve body 16 are biased by the armature shaft 26 in the valve opening direction (the downward direction in FIG. 1).
[32] The upper cap 36 is provided with a displacement sensor 52. The displacement sensor 52 outputs a voltage signal that changes according to the distance between the sensor 52 and the upper retainer 30. Therefore, the displacement of the armature shaft 26 and the valve shaft 20, in other words, the displacement of the exhaust valve 10 can be detected based on this voltage signal.
[33] On the lower surface facing the armature 23 in the upper core 32, a ring-shaped groove 40 centered on the axis center of the armature shaft 26 is formed, and in the groove 40, the upper coil 42 ) Is arranged. The upper coil 42 and the upper core 32 constitute an electromagnet 61 for driving the exhaust valve 10 in the valve closing direction.
[34] On the other hand, in the lower core 34, a ring-shaped groove 44 centered on the axis center of the armature shaft 26 is formed on the upper surface of the lower core 34, and the lower coil 46 is formed in the groove 44. ) Is arranged. The lower coil 46 and the lower core 34 constitute an electromagnet 62 for driving the exhaust valve 10 in the valve opening direction.
[35] The coils 42 and 46 of each of the electromagnets 61 and 62 are energized and controlled by the electronic controller 50 which collectively performs various controls of the internal combustion engine. The electronic controller 50 includes an input circuit into which a detection signal of the displacement sensor 52 is introduced, in addition to a driving circuit for supplying excitation currents to the coils 42 and 46 of the CPU, memory, and electromagnets 61 and 62. And an A / D converter (all not shown) for converting the detection signal to A / D.
[36] FIG. 1 shows the state of the exhaust valve 10 when no exciting current is supplied to any of the upper coil 42 and the lower coil 46 and no electromagnetic force is generated in each of the electromagnets 61 and 62. In this state, the armature 28 is not attracted by the electromagnetic force of each of the electromagnets 61 and 62, and stops at an intermediate position between the cores 32 and 34 where the force of each spring 24 and 38 is balanced. do. In this state, the valve body 16 is separated from the valve seat 15, and the exhaust port 14 is in a half-open state. Hereinafter, the position of the exhaust valve 10 in this state is called a neutral position.
[37] Next, an operation mode of the exhaust valve 10 driven through energization control of each coil 42 and 46 will be described.
[38] When opening / closing the exhaust valve 10, a process for displacing the exhaust valve 10 in the neutral position to the fully closed position, the displacement end thereof, and stopping it at this position (hereinafter, referred to as “initial stage”). Drive process ”is executed. In this initial drive process, the excitation current is alternately supplied to each of the coils 42 and 46 from the drive circuit of the electronic controller 50 at a predetermined period. Through such energization control, the armature 28, the armature shaft 26, the valve shaft 20, and the like, the force applied by the springs 24 and 38 and the electromagnets 61 and 62 alternately are generated. Forced vibration by cooperation with When the vibration amplitude of the armature 28 gradually increases and the armature 28 comes into contact with the upper core 32, the energization of the lower coil 46 stops at the timing of the contact and the upper coil ( 42, a constant excitation current is continuously supplied. As a result, the armature 28 is attracted by the electromagnetic force generated in the electromagnet 61 and stopped in the state of being adsorbed by the upper core 32. Therefore, the exhaust valve 10 is kept in the fully closed position, and then enters an initial state in which opening and closing driving is possible.
[39] The feed forward current component (hereinafter referred to as "FF current (If)") and the feedback current component (hereinafter referred to as " Excitation current set as the sum of the " FB current Ib ") is selectively supplied to the coils 42 and 46 of the electromagnets 61 and 62 from the driving circuit of the electronic controller 50.
[40] Here, the driving force at the time of opening and closing the exhaust valve 10 is basically the force of each spring 24, 38, the valve body 16, the valve shaft 20, the armature 28, the armature shaft ( 26, etc., but in addition to the frictional resistance in each sliding portion, such as between the armature shaft 26 and each of the cores 32 and 34, or between the valve shaft 20 and the cylinder head 18. It also varies by size. In addition, since the external force based on the exhaust pressure of the combustion chamber 12 and the exhaust port 14 (intake pressure in the intake valve) acts on the valve body 16, the driving force of the exhaust valve 10 is affected by the external force. Take it and change it.
[41] Therefore, in order to ensure the operational stability of the exhaust valve 10, the electromagnetic force of each of the electromagnets 61 and 62, in other words, each coil so as to reflect the magnitude of the frictional resistance of each sliding part or the magnitude of the external force based on the internal pressure of the cylinder. It is necessary to set the magnitude of the excitation current supplied to (42, 46).
[42] In particular, while the magnitude of the frictional resistance of each sliding portion can be regarded as substantially constant irrespective of the engine load, the magnitude of the external force based on the cylinder internal pressure and the like varies greatly with the engine load. For example, when the engine load increases, the combustion pressure becomes high, and thus the internal pressure and the exhaust pressure when the exhaust valve 10 opens the valve also increase accordingly, so that the magnitude of the external force based on those pressures also tends to increase. Therefore, if the excitation current is set without considering the magnitude of the external force, the electromagnetic force for driving the exhaust valve 10 may be insufficient to ensure its operational stability, or the exhaust valve 10 may be excessively energized. By driving, it is possible to increase the amount of power consumption, noise caused by opening / closing (contact sound between the armature 28 and the cores 32 and 34, collision sound between the valve body 16 and the valve seat 15, etc.) and vibration. It causes an occurrence.
[43] Therefore, in the present embodiment, the FF current If and the FB current Ib are appropriately set so that the magnitude of the external force based on such frictional resistance, cylinder internal pressure, and the like is reflected, while ensuring the operation stability of the exhaust valve 10 while maintaining electric power. It is intended to suppress the generation of noise and vibration due to the increase in consumption and the opening and closing thereof.
[44] Next, the setting procedure of these FF current If and FB current Ib is demonstrated in detail. First, the target drive speed Vt of the exhaust valve 10 referred to in setting the FF current IF and the FB current Ib will be described.
[45] The armature 28 is separated from the upper core 32 when the supply of the excitation current to the upper coil 42 is stopped while the exhaust valve 10 is stopped in the fully closed position through the initial driving process. (28), the armature shaft 26, each retainer 22, 30, the valve shaft 20 and the valve body 16 (hereinafter, collectively referred to as "moving portion") of each spring 24, 38 Vibration is caused by the force. Here, for example, when the operation of the internal combustion engine is stopped and the external force based on the cylinder internal pressure does not act on the valve body 16, and frictional resistance or the like of each sliding part does not exist, the movable parts are each spring 24, 38. Free vibration is caused by the elastic force of
[46] In this embodiment, the displacement speed at the time of freely vibrating the movable part of the exhaust valve 10 is set as the target drive speed Vt at the time of driving the exhaust valve 10, and this is the displacement of the exhaust valve 10 ( Hereinafter, the setting is made according to the "valve displacement" (X). By setting the target driving speed Vt in this way, the elastic energy accumulated in each spring 24 and 38 can be efficiently converted into the kinetic energy of the movable part, so that the energy loss when driving the exhaust valve 10 is maximized. You can do less.
[47] 3 is a map showing the relationship between the target drive speed Vt and the valve displacement X, and the relationship displayed on this map is stored in advance in the memory of the electronic control device 50 as function data.
[48] When the exhaust valve 10 is displaced from the fully closed position to the fully open position so as to be displayed on this map (when transition from point A to point C to point B along the solid line shown in the drawing). The magnitude (= | Vt |) of the target drive speed Vt takes the minimum value "0" when the exhaust valve 10 is in the fully closed position (point A) or the fully open position (point B), The maximum value (|-Vtmax |) is taken when the valve 10 is in the neutral position (point C). On the other hand, in the case where the exhaust valve 10 is displaced from the fully open position to the fully closed position (when transitioning from point B to point D to point A along the solid line shown in the drawing), the target drive is similarly driven. The magnitude | size of the speed Vt takes the minimum value "0" when the exhaust valve 10 is in a fully open position (point B) or a fully closed position (point A), and the said exhaust valve 10 is a neutral position (point D). ), The maximum value (| Vtmax |) is taken.
[49] Next, the setting procedure of the FF current If will be described with reference to FIGS. 2, 4, and 5 together. Fig. 2 shows the valve displacement X [Fig. 2 (a)], the FF current If supplied to each of the coils 42 and 46 of the electromagnets 61 and 62 [Fig. 2 (b) and (c). ) And the actual driving speed Va of the exhaust valve 10 (the timing charts at the time of their engine no-load for each of the second diagrams d i) are examples of timing charts. (b) shows the time course of the FF current If supplied to the upper coil 42, and (c) shows the time course of the FF current If supplied to the lower coil 46, respectively.
[50] In the period of the timings t0 to t1 shown in FIG. 2, the magnitude of the FF current If supplied to the upper coil 42 is stopped while the armature 28 is attracted to the upper core 32. It is set in the obtained value (holding current value) If2. Therefore, the exhaust valve 10 is kept in the fully closed position.
[51] In this state, when the exhaust valve 10 is opened, the supply of the FF current If to the upper coil 42 is first stopped (timing t1). As a result, the movable portion of the exhaust valve 10 starts to move in the valve opening direction by the force of the upper spring 38. Thereafter, the magnitude (absolute value) of the actual driving speed Va gradually increases to become the maximum at the time when the exhaust valve 10 reaches the neutral position (timing t2). When the exhaust valve 10 is further displaced beyond the neutral position, the FF current If is supplied to the lower coil 46.
[52] 4 is a map showing the relationship between the magnitude of the FF current If supplied to the lower coil 46 and the valve displacement X, and the relationship between the FF current If and the valve displacement X displayed on this map. Is previously stored in the memory of the electronic controller 50 as function data.
[53] As shown in this map, the exhaust valve 10 reaches the position X2 on the fully open side from the position X1 on the fully open side by a predetermined amount from the neutral position again (the timing in FIG. 2). t3 to t4], the FF current If is set to a constant value If1.
[54] Since the FF current If is supplied to the lower coil 46, the armature 28 is attracted to the lower core 34 side by the electromagnetic force of the electromagnet 62.
[55] And while the exhaust valve 10 reaches the full open position from the position X2 (timings t4 to t5), the FF current If as the valve 10 approaches the full open position. Is slowly set to a small value. Therefore, the electromagnetic force generated in the electromagnet 62 is gradually reduced. In addition, the movable portion of the exhaust valve 10 has a greater force as the valve 10 is closer to the fully open position and is biased in the valve closing direction by the lower spring 24. As a result, while the electromagnetic force of the electromagnet 62 decreases, the force of the lower spring 24 increases, so that the magnitude of the actual driving speed Va gradually decreases.
[56] When the exhaust valve 10 reaches the fully open position, the magnitude of the FF current If thereafter is a value (holding current value) If2 obtained by stopping the armature 28 with the lower core 34 adsorbed. Is set. As a result, the exhaust valve 10 is maintained in the fully open position.
[57] On the other hand, when closing the exhaust valve 10 again in such a state, the supply of the FF current If to the lower coil 46 is first stopped (timing t6). As a result, the movable portion of the exhaust valve 10 starts to move in the valve closing direction by the force of the lower spring 24. Thereafter, the magnitude of the actual driving speed Va gradually increases to become the maximum at the time when the exhaust valve 10 reaches the neutral position (timing t7). When the exhaust valve 10 is further displaced beyond the neutral position, the FF current If is supplied to the upper coil 42.
[58] 5 is a map showing the relationship between the magnitude of the FF current If supplied to the upper coil 42 and the valve displacement X. The relationship between the FF current If and the valve displacement X displayed on this map is shown. Is previously stored in the memory of the electronic controller 50 as function data.
[59] As shown in this map, while the exhaust valve 10 reaches the position X4 on the fully closed side from the position X3 on the fully closed side by a predetermined amount from the neutral position (the timing (in FIG. 2) t8 to t9)], the FF current If is set to a constant value If1. Since the FF current If is supplied to the upper coil 42, the armature 28 is attracted to the upper core 32 side by the electromagnetic force of the electromagnet 61.
[60] And while the exhaust valve 10 reaches the fully open position from the position X4 (timings t9 to t10), the FF current If as the valve 10 approaches the fully closed position. Is slowly set to a small value. Therefore, the electromagnetic force generated in the electromagnet 61 is gradually reduced. In addition, the movable portion of the exhaust valve 10 has a greater force as the valve 10 approaches the fully closed position, and is biased in the valve opening direction by the upper spring 38. As described above, while the electromagnetic force of the electromagnet 61 decreases, the force of the upper spring 38 increases, and as a result, the magnitude of the actual driving speed Va gradually decreases.
[61] When the exhaust valve 10 reaches the fully closed position, the magnitude of the FF current If is then set to the holding current value If2. As a result, the exhaust valve 10 is maintained in the fully closed position.
[62] In this case, the magnitude of the FF current If supplied to each of the coils 42 and 46 is set at the actual driving speed Va at engine no load in consideration of frictional resistance in each sliding part of the exhaust valve 10. It is set to the minimum size necessary to match the target drive speed Vt.
[63] For example, when the exhaust valve 10 is opened, if the magnitude of the FF current If supplied to the lower coil 46 is not sufficient, the electromagnetic force required for stable driving of the exhaust valve 10 is determined by electromagnets ( It does not occur at 62 and it is impossible to bring the armature 23 into contact with the lower core 34. As a result, as shown by a dashed-dotted line in FIG. 2, so-called synchronism occurs in which the exhaust valve 10 converges to a neutral position without reaching the fully open position. When such a decoupling tank is generated, it is necessary to perform the initial driving process again, and the operation stability of the exhaust valve 10 cannot be secured already.
[64] On the other hand, as shown by the dashed-dotted lines in (a), (c) and (d) in FIG. 2, if the magnitude of the FF current If supplied to the lower coil 46 is set excessively large, the exhaust valve 10 The actual driving speed Va of the timing (timing t4 ') immediately before the vehicle reaches the fully closed position becomes large. As a result, the energy loss when the armature 28 contacts the lower core 34 is increased, thereby increasing the power consumption. At the same time, the noise and vibration associated with the contact increase. In addition, the armature 28 may collide with the lower core 34 to bounce back, and a large amount of this bounce may cause the de-tuning tank to occur.
[65] In this embodiment, the FF current If of the minimum magnitude required to match the actual drive speed Va to the target drive speed Vt at the time of engine no load is supplied to each of the coils 42 and 46. As a result, the operational stability of the exhaust valve 10 is ensured, and the increase in power consumption and noise and vibration caused by the opening and closing operation are suppressed.
[66] Next, the setting procedure of the FB current Ib will be described with reference to FIGS. 6 to 8. When the engine is not loaded, the actual drive speed Va is set as the target drive speed Vt by supplying the FF current If set as described above to each of the coils 42 and 46 when opening and closing the exhaust valve 10. ) Can be matched. On the other hand, during actual engine operation, i.e., when the engine is loaded, the external force based on the cylinder internal pressure and the exhaust pressure acts on the valve body 16 of the exhaust valve 10. Therefore, the actual driving speed Va is affected by the external force. Tends to deviate from the target driving speed Vt.
[67] FIG. 6 shows the actual drive speed Va and the target drive speed Vt in this tendency corresponding to the valve displacement X. FIG. As shown in FIG. 6, when opening the exhaust valve 10, the target drive speed Vt changes from the point A to the point B along the solid line shown in the drawing, but the actual drive speed Va Since V is influenced by the external force, it cannot follow the change of the target driving speed Vt, and its size becomes smaller than the target driving speed Vt (| Va | ≤ | Vt |). In this embodiment, the speed deviation (DELTA) V of these two speeds is detected as a deviation degree between this real drive speed (Va) and target drive speed (Vt), and FB electric current is based on this detected speed deviation (DELTA) V. (Ib) is set.
[68] Hereinafter, referring to the flowchart shown in FIG. 7 for the procedure of driving-controlling the engine valve based on this FB current Ib and FF current If, for example, when opening and closing the exhaust valve 10 is carried out. Explain. The series of processes shown in this flowchart is a process performed after the supply of the holding current value If2 to the respective coils 42 and 46 is stopped in the opening and closing operation of the exhaust valve 10, and the electronic controller By 50, it is repeatedly executed with a predetermined time period [Delta] t.
[69] In this series of processes, the valve displacement X is first read in accordance with the detection signal of the displacement sensor 52 (step 100). The actual driving speed Va of the exhaust valve 10 is calculated according to the following equation (1) (step 110). Moreover, the real drive speed detection means which detects the real drive speed Va of the exhaust valve 10 is comprised by the electronic control apparatus 50 and the displacement sensor 52 which perform the process of this step.
[70]
[71] The subscript "(i)" is the value in the current control period, "(i-1)" is the value in the previous control period, and "(i + 1)" is the estimated value in the next control period. Respectively.
[72] After the actual driving speed Va is calculated in this manner, the map shown in FIG. 4 or 5 is referred to, and the FF current If is calculated based on the valve displacement X (step 120).
[73] Next, it is determined whether or not the air gap G between the armature 28 and each of the electromagnets 61 and 62 is equal to or less than the predetermined value G1 (step 130).
[74] This air gap G is the distance between the armature 28 and the core in the moving direction side of the armature 28 among the upper core 32 and the lower core 34. That is, this air gap G corresponds to the distance between the armature 32 and the lower core 34 when opening the exhaust valve 10, and when closing the exhaust valve 10. In this case, it corresponds to the distance between the armature 28 and the upper core 32.
[75] In this step 130, it is determined whether or not to start the feedback control based on the FB current Ib in accordance with the size of the air gap G. Here, the start of the feedback control is judged based on the size of the air gap G for the following reason.
[76] That is, even when the exciting currents supplied to the electromagnets 61 and 62 are the same, the larger the air gap G, the smaller the magnitude of the electromagnetic force acting on the armature 28. In other words, as the air gap G increases, the proportion of the electrical energy supplied to each of the electromagnets 61 and 62 does not contribute to the suction drive of the armature 23 and is consumed unnecessarily. Therefore, in this series of processes, feedback control based on the speed deviation ΔV is executed only when it is determined that the air gap G is equal to or smaller than the predetermined value G1, while the air gap G is set to the predetermined value G1. ), And when the electromagnets 61 and 62 judge that the electrical efficiency at the time of suction driving the armature 28 is low, the feedback control is substantially stopped by setting the FB current Ib to "0". Therefore, the increase in power consumption is suppressed as much as possible.
[77] In this step 130, when it is determined that the air gap G is equal to or less than the predetermined value G1 (step 130: YES), the map shown in FIG. 3 is referred to and the target drive speed Vt is determined by the valve. It is calculated based on the displacement X (step 140). Then, the speed deviation ΔV is calculated according to the following equation (2) (step 150).
[78]
[79] In the above formula (2), "| vt |" and "| va |" are the magnitudes (absolute values) of the target drive speed Vt and the actual drive speed Va, respectively.
[80] The FB current Ib is calculated based on the speed deviation ΔV from the following equation (3) (step 160).
[81]
[82] In said Formula (3), "K" is feedback gain and is set to a fixed value in this embodiment.
[83] Here, the speed deviation ΔV is the magnitude of the external force acting on the valve body 16 of the exhaust valve 10 according to the engine load, and when the actual driving speed Va is separated from the target driving speed Vt, The larger the deviation, the larger the value calculated. Therefore, the FB current Ib calculated as the product of the speed deviation ΔV and the feedback gain K is set to a size that can compensate for the influence of the engine load.
[84] On the other hand, in the above step 130, when it is determined that the air gap G is larger than the predetermined value G1 (step 130: NO), the FB current Ib is set to "0" (step 165). ).
[85] In this way, after the FB current Ib is obtained in step 160 or 165, the final command current I for energizing and controlling the electromagnets 61 and 62 according to the following equation (4). Is calculated (step 170).
[86]
[87] As a result, the magnitude | size (| Va |) of actual drive speed Va exceeds the magnitude | size (| Vt |) of target drive speed Vt, and FB current Ib is calculated as a negative value, When the command current I calculated based on Equation (4) becomes a negative value, the command current I is set to "0".
[88] Then, the electromagnets 61 and 62 are selectively energized based on this command current I (step 180). That is, the command current I is supplied to the lower coil 46 when the exhaust valve 10 is driven to open the valve, and the command current I is supplied to the upper coil 42 when the valve 10 is closed. Supplied. After the magnitude of the electromagnetic force of each of the electromagnets 61, 62 is controlled through the energization control of each of the electromagnets 61, 62, this series of processes is once finished.
[89] Fig. 8 shows a case where the exhaust valve 10 is driven to open the valve based on this series of processes. For example, the valve displacement X (Fig. 8 (a)), the FB current Ib (Fig. 8 (b)), The temporal trends of the FF current If (Fig. 8 (c)) and the sum of these FB currents Ib and FF current If (command current I) [Fig. 8 (d)] are shown, respectively. have. In Fig. 8A, the solid line indicates the actual valve displacement X, and the dashed-dotted line indicates that the exhaust valve 10 is displaced in a state where the actual driving speed Va matches the target driving speed Vt. The valve displacement X in the case is shown.
[90] As shown in the figure, after the supply of the FF current If to the upper coil 42 is stopped and the valve opening operation of the exhaust valve 10 starts, the air gap G reaches a predetermined value Gl. In the period until the timings t1 to t2, since the FF current If, the FB current Ib, and the command current I are all "0", the movable part of the exhaust valve 10 has an upper spring ( Based on the force of 38), it is displaced to the fully open side.
[91] When the air gap G decreases to reach the predetermined value G1 (timing t2), the FB current Ib is then calculated as a value according to the speed deviation ΔV. Therefore, the command current I is calculated equal to this FB current Ib so that only feedback control is executed (timings t2 to t3).
[92] When the valve displacement X reaches the predetermined value X1 again (timing t3), the FF current If is calculated as a value according to the valve displacement X. Therefore, the command current I is calculated as the sum of the FF current If and the FB current Ib so that both of the feed forward control and the feedback control are executed together (timings t3 to t4).
[93] Thereafter, when the actual driving speed Va of the exhaust valve 10 converges to the target driving speed Vt and these speeds Va and Vt coincide with each other, the speed deviation ΔV becomes "0". Therefore, FB current Ib is also calculated as "0". Therefore, while this condition (Va = Vt) is satisfied, only the feedforward control is substantially executed because the command current I is set equal to the FF current If (timings t4 to t5). When the valve displacement X reaches the fully open position (timing t5), after that, the FF current If is set equal to the holding current value If2 so that the exhaust valve 10 is in the fully open position. Will be maintained.
[94] According to this embodiment which has the form demonstrated above, and drives the engine valve (intake valve and exhaust valve 10) to drive control, it can have an effect as described below.
[95] (1) Even when the external force acting on the engine valve is changed according to the engine load, the engine valve is driven with the appropriate electromagnetic force according to the engine load so that the opening and closing characteristics equivalent to the engine no-load are secured.
[96] In addition, since the influence of the engine load is compensated through the feedback control, the FF current in the feedforward control is a value that can match the actual drive speed to the target drive speed under engine no load and can be set regardless of the engine load state. have. Therefore, it is not necessary to consider the influence of the engine load in setting the FF current, and suitable work such as obtaining a relationship between the engine load and the electromagnetic force suitable for the engine load through experiments or the like becomes unnecessary. This makes it possible to greatly simplify the fitting work of the control constants.
[97] (2) The noise caused by opening and closing the engine valve is set so that the engine driving valve reaches the displacement end and the target driving speed is set so that the magnitude of the driving speed immediately before the valve reaches the fully closed or fully open position is minimized. In addition, vibration can be reduced, and further, power consumption required for driving can be reduced.
[98] (3) Since the target driving speed is set to match the displacement speed when the engine valve is freely oscillated between the two displacement stages by the elastic force of each spring, the engine valve can be driven with the least energy loss. This can reduce the power consumption.
[99] (4) When the air gap G is larger than the predetermined value G1 and it is judged that the electrical efficiency at the time of suction driving the armature 28 by the respective electromagnets 61 and 62 is low, the FB current is set to "0." It is possible to substantially suppress the increase in power consumption since the feedback control is substantially stopped.
[100] 2nd Embodiment
[101] Next, 2nd Embodiment of this invention is described centering on difference with the said 1st Embodiment.
[102] In the first embodiment, the feedback gain K when calculating the FB current Ib is set to a constant value based on the speed deviation ΔV. In the present embodiment, the feedback gain K is set to the air. The variable setting is made in accordance with the magnitudes of the gap G and the speed deviation ΔV.
[103] Hereinafter, the setting procedure of this feedback gain K is demonstrated with reference to FIG. 9. FIG. 9 is a map which shows the relationship between these air gap G, the speed deviation (DELTA) V, and the feedback gain K. As shown in FIG. The relationship displayed on this map is stored in advance in the memory of the electronic controller 50 as function data.
[104] As shown in this map, the feedback gain K corresponds to each of the predetermined values K1 and K2 corresponding to the areas A, B, C, D, and E determined according to the air gap G and the speed deviation ΔV. , K3, K4, K5). In each of these predetermined values K1 to K5, the magnitude relationship based on the following equation (5) is set in advance.
[105]
[106] (1) area (A)
[107] When the speed deviation ΔV is equal to or larger than the predetermined value ΔV1 (> 0), the feedback gain K is set to the predetermined value K1 regardless of the size of the air gap G. In this area A, the magnitude | size (| Va |) of the real drive speed Va greatly falls below the magnitude | size (| Vt |) of the target drive speed Vt, and the generation of a decoupling tank is concerned.
[108] In this area A, the feedback gain K is set to be the largest to increase the electromagnetic force of each of the electromagnets 61 and 62, so that the actual driving speed Va is converged quickly with respect to the target driving speed Vt. have.
[109] (2) area (B)
[110] When the speed deviation ΔV is smaller than "0", the feedback gain K is set to the predetermined value K5 regardless of the size of the air gap G. In this area B, the magnitude | size (| Va |) of the actual drive speed Va exceeds the magnitude | size (| Vt |) of the target drive speed Vt, and the exhaust valve 10 is fully open or completely closed. There is a possibility that the speed of the movable portion when the position is reached increases. In this region B, since the FB current Ib is calculated as a negative value, when the feedback gain K is large, the FF current If is substantially reduced by the FB current Ib, resulting in a command current ( There is a fear that I) becomes excessively small, resulting in the occurrence of detuning tanks.
[111] In this area B, the feedback gain K is set to the smallest value among the areas A to E, for example, by setting the feedback gain K to " 0 ", for example, the feedback control term [FB current Ib] of the command current I. ] Is suppressed to suppress the increase in the actual drive speed Va, and at the same time, the feed forward control term [FF current If] of the command current I is secured so that the command current I becomes excessively small to remove it. The occurrence of tuning is avoided as much as possible.
[112] (3) area (C, D, E)
[113] When the speed deviation ΔV is greater than or equal to "0" and less than the predetermined value ΔV1, the feedback gain K is corresponding to each predetermined value corresponding to each area C to E according to the size of the air gap G. (K2, K3, K4). That is, in each of these areas C to E, the larger the air gap G, the larger the feedback gain K is set. Even when the excitation currents supplied to the respective electromagnets 61 and 62 are the same, the larger the air gap G, the smaller the magnitude of the electromagnetic force acting on the armature 28, and in general, the magnitude of the electromagnetic force is the air gap G. ) Is inversely proportional to the size.
[114] In each of these areas C to E, the feedback gain K is set to be larger as the air gap G becomes larger, thereby generating an electromagnetic force of an appropriate magnitude according to the air gap G to the electromagnets 61 and 62, thereby real driving. The followability and convergence at the time of matching the speed Va with the target driving speed Vt are improved.
[115] In step 160 shown in the flowchart of FIG. 7, the feedback gain K is based on the air gap G and the speed deviation ΔV as described above. After being set to one, the FB current Ib is calculated based on equation (3) above.
[116] According to this embodiment demonstrated above, in addition to the effect of (1)-(4) described in 1st Embodiment, it can have the following effect.
[117] (5) Since the larger the air gap, the larger the feedback gain is set, the electromagnetic force of the appropriate size according to the air gap can be generated in each of the electromagnets 61 and 62. The target driving speed can be matched.
[118] Third embodiment
[119] Next, 3rd Embodiment of this invention is described centering on difference with the said 1st Embodiment.
[120] In the second embodiment, the feedback gain K is set to correspond to each of the areas A to E divided according to the air gap G and the speed deviation ΔV. For this reason, even when the nonlinearity is strong in the relationship between the magnitude of the electromagnetic force acting on the engine valve and the air gap G, the relationship between the electromagnetic force and the air gap G is linearly approximated for each region A to E. The feedback gain K can be set to an optimum value in each of the areas A to E. FIG. However, while this gain scheduling is effective in increasing the followability and convergence of the actual driving speed Va with respect to the target driving speed Vt, the feedback gain K is optimal for each area. Fit work is required.
[121] Therefore, in this third embodiment, a physical model including the drive speed of the engine valve as a model variable is constructed, and it is necessary to match the actual drive speed Va with the target drive speed Vt through this physical model. To calculate the required value of the electromagnetic force. Specifically, a motion equation for simulating the behavior when the engine valve is opened and closed is obtained, and the response value of the engine valve is analyzed based on this motion equation to calculate the electromagnetic force demand value.
[122] 10, the internal combustion engine to which the drive control apparatus of the engine valve (intake valve 11 and exhaust valve 10) which concerns on this embodiment is applied is the cylinder pressure sensor 54 which detects a cylinder internal pressure, An intake pressure sensor 56 for detecting the internal pressure (intake pressure) of the intake passage 13 and an exhaust pressure sensor 58 for detecting the internal pressure (exhaust pressure) of the exhaust passage 17 are respectively provided. The intake air pressure sensor 56 is also used as a sensor for detecting the intake air amount based on the intake air pressure and the engine rotational speed in the air-fuel ratio control or the like. The cylinder pressure sensor 54 is also used as a sensor for estimating an external force acting on an engine valve, or in an internal combustion engine that already has a maximum cylinder pressure in a combustion stroke, that is, a combustion pressure sensor for detecting combustion pressure. can do.
[123] In the following description, the flow chart shown in FIG. 11 and the map of FIG. 12 will be described with reference to a case where the exhaust valve 10 is opened and closed by way of example.
[124] In addition, a series of processes shown in this flowchart are performed after the supply of the holding current to each of the coils 42 and 46 is stopped in the opening / closing operation of the exhaust valve 10 (for example, the timing t1 in FIG. 2). After or after the timing t6], the electronic controller 50 is repeatedly executed with a predetermined time period [Delta] t. FIG. 12 shows the actual drive speed Va and the target drive speed Vt in correspondence with the valve displacement X as in FIG. 6. Hereinafter, the target drive speed Vt depends on the valve opening of the exhaust valve 10. The case where)) changes from point A to point B along the solid line shown in the said figure is demonstrated.
[125] In this series of processes, the valve displacement X (i) of the current control period is first read based on the detection signal of the displacement sensor 52 (step 200). The actual driving speed Va (i) (see point C in FIG. 12) of the current control period is calculated according to the above equation (1) (step 210). Here, in order to suppress the influence of noise mixed in the detection signal of the displacement sensor 52, a filter for removing high frequency components emphasized by noise, such as first-delay processing, to the actual driving speed Va thus calculated. It is desirable to carry out the treatment.
[126] Next, based on the following formula (6), the valve displacement [X (i + 1) (refer to the point D in FIG. 12) in the next control period is estimated and the valve displacement X shown in FIG. And target drive speed [Vt (i + 1)] (see point D in Fig. 12) corresponding to this valve displacement [X (i + 1)] based on the relationship between the target drive speed Vt and the target drive speed Vt. (Step 220).
[127]
[128] Next, based on the following equation (7), the actual drive speed Va [= Va (i)] of the exhaust valve 10 matches the target drive speed Vt [= Vt (i + 1)]. The required value (acceleration request value a) relating to the acceleration of the exhaust valve 10 required is calculated (step 230).
[129]
[130] When the acceleration request value a is calculated in this manner, the external force F acting on the exhaust valve 10 is estimated based on Equation (8) below (step 240).
[131]
[132] In the above formula (8), "fa" is a force acting on the exhaust valve 10, particularly the valve body 16 according to the pressure difference between the cylinder pressure and the exhaust pressure, and this is based on the following formula (9). Is calculated. In addition, when estimating the force acting on the intake valve 11 as the engine valve, the intake pressure detected by the intake pressure sensor 56 is used in the following exhaust pressure.
[133]
[134] K1: Integer
[135] Pc: Cylinder pressure
[136] Pe: exhaust pressure
[137] In formula (8), "fb" is a frictional resistance in each sliding part of the exhaust valve 10, and is a constant value determined based on an experiment or the like in advance. In addition, since the magnitude of the frictional resistance varies depending on the lubrication state of each sliding part, especially the temperature of the lubricating oil, for example, the frictional resistance fb is set larger when the engine temperature (estimated by the engine coolant temperature, etc.) is low. The frictional resistance fb may be a function of the engine temperature and estimated based on this.
[138] Here, by modeling the exhaust valve 10 as a spring mass vibration system, the following equation of motion (10) is obtained. In addition, in said Formula (10), the said neutral position is made into the reference position (position which becomes X (i) = 0] of valve displacement [X (i)].
[139]
[140] In the formula (10), "m" is the mass of the vibration model and is set based on the mass of the movable part in the exhaust valve 10 and the like. "C" is a damping coefficient of the vibration model, and is set based on the resistance generated in accordance with the sliding speed in each sliding part of the exhaust valve 10 and the like. "K" is a spring coefficient of the vibration model, and is set based on elastic characteristics of the upper spring 38, the lower spring 24, and the like. "Fem" is a request value applied to the electromagnetic force of the electromagnets 61 and 62 required to match the actual drive speed Va of the exhaust valve 10 with the target drive speed Vt.
[141] The following equation (11) can be derived from the equation of motion (10). The electromagnetic force demand value Fem is calculated based on Equation (11) (step 250).
[142]
[143] Next, the command current I supplied to the coils 42 and 46 of each of the electromagnets 61 and 62 is calculated based on the electromagnetic force demand value Fem (step 260). Fig. 13 is a map showing the relationship between the electromagnetic force request value Fem and the air gap G and the command current I referred to in this calculation, and the relationship shown in this map is the function data of the electronic control apparatus 50; It is stored in memory in advance.
[144] As shown in FIG. 13, the larger the electromagnetic force demand Fem and the larger the air gap G, the larger the command current I is set. In this connection, the command current I is set in such a way that the relationship shown in the following formula (12) holds for these electromagnetic force demand values Fem, the air gap G, and the command current I. It is based.
[145]
[146] After the command current I is calculated in this manner, the electromagnets 61 and 62 are selectively energized based on the command current I (step 270). That is, the command current I is supplied to the lower coil 46 when the exhaust valve 10 is driven to open the valve, and the command current is supplied to the upper coil 42 when the valve 10 is valve-closed. (I) is supplied. After the magnitude of the electric force of each of the electromagnets 61, 62 is controlled through the energization control of each of the electromagnets 61, 62, this series of processes is once finished.
[147] According to this embodiment which has the form demonstrated above, and drives the engine valve to drive control, in addition to the effect of (2)-(4) described in 1st Embodiment, it can have the following effect.
[148] (6) Even when the external force acting on the engine valve varies depending on the engine load, the engine valve is operated with the appropriate electromagnetic force according to the engine load so that the opening and closing characteristics equivalent to the engine no load are ensured.
[149] In addition, the engine valve was modeled as a spring and mass vibration system, and its opening and closing behavior was simulated to calculate the required value of the electromagnetic force. Therefore, the relationship between the engine load and the electromagnetic force suitable for the engine load was previously determined through experiments or the like. The work becomes unnecessary. Therefore, the fitting work of the control constant can be greatly simplified. In addition, by performing such modeling, the work of setting the optimum feedback gain according to the air gap as described above is also unnecessary, so that the suitable work can be simplified in this regard.
[150] Fourth embodiment
[151] Next, a fourth embodiment of the present invention will be described focusing on differences from the third embodiment.
[152] In the third embodiment, the actual driving speed Va of the engine valve is calculated based on the above equation (1) (the processing in step 210 of FIG. 11) and the force acting on the engine valve according to the engine load. That is, the force acting according to the differential pressure of the cylinder pressure and the exhaust pressure in the exhaust valve 10, and the force acting according to the differential pressure of the cylinder internal pressure and the intake pressure in the intake valve 11 are applied to the respective pressure sensors 54, 56, It is estimated based on the cylinder pressure, the exhaust pressure, and the intake pressure respectively detected by 58 (process of step 240 in Fig. 11).
[153] On the other hand, in this embodiment, the observer which observes the internal state is set based on the spring-mass system vibration model which simulates the opening / closing behavior of an engine valve, and by using this observer, the actual drive speed of an engine valve is estimated, Therefore, the force acting on the engine valve and the frictional force in the sliding part of the engine valve are estimated according to the differential pressure between the cylinder internal pressure and the exhaust pressure or the intake pressure. Therefore, in the structure of the drive control apparatus of such an engine valve in this embodiment, the cylinder pressure sensor 54 and the exhaust pressure sensor 58 are abbreviate | omitted among each pressure sensor 54,56,58.
[154] Hereinafter, the procedure for estimating the external force by this observer will be described as an example of estimating the external force acting on the exhaust valve 10.
[155] By modeling the exhaust valve 10 as a spring mass vibration meter, the following equation of motion (13) is obtained. In this kinematic equation (13), the parameters of "m", "c", and "k" are the same as those defined in the previous equation (10). "X" is the valve displacement of the exhaust valve 10, and "u" is the control input in the vibration model, that is, the electromagnetic force of each of the electromagnets 61 and 62. In addition, "w" is an external force acting on the exhaust valve 10, which is a force fa acting on the exhaust valve 10 and a sliding part of the exhaust valve 10 according to the pressure difference between the cylinder internal pressure and the exhaust pressure. This is a force of the frictional resistance fb.
[156]
[157] Here, the state variable X is defined as shown in the following equation (14).
[158]
[159] From these equations (13) and (14), the following state equation (15) is obtained for the vibration model of the exhaust valve (10).
[160]
[161]
[162] On the other hand, with respect to the vibration model of the exhaust valve 10, the output equation is as shown in the following equation (16).
[163]
[164] Next, assuming that the estimated value of the valve displacement X is "Z", the observer for obtaining this estimated value Z is described as in the following formula (17). In this equation (17), "L" is observer gain.
[165]
[166]
[167] If the estimated error (= XZ) between the valve displacement X and the estimated value Z is "e", the estimated error "e" is obtained from the following equations (15) to (17). 18).
[168]
[169] Therefore, by appropriately designing the observer gain L so that the estimated error "e" obtained by this equation (18) converges to "0", the estimated value Z can be calculated from the above equation (17). In other words, the driving speed (actual driving speed Va) and the external force w of the exhaust valve 10 can be estimated, respectively. If the control input u is set to " 0 " in the equations (15) and (17), the estimated external force w is the force fa and the frictional resistance acting according to the differential pressure between the cylinder pressure and the exhaust pressure. In addition to fb), the electromagnetic force of each electromagnet 61 and 62 is added. Therefore, by subtracting the electromagnetic force currently generated in each electromagnet 61 and 62 from this estimated external force w, the total force F and the frictional resistance fb which act according to the differential pressure of cylinder pressure and exhaust pressure F ) Can be estimated.
[170] In the present embodiment, the acceleration demand value a is calculated based on the actual driving speed Va of the exhaust valve 10 estimated through the observer and the target driving speed Vt set based on the map shown in FIG. 12. At the same time (step 230 in FIG. 11), the electromagnetic force demand Fem is calculated based on the external force F estimated through the observer in the same manner as the acceleration demand value (a) (step 250). The command current I is calculated from the electromagnetic force demand Fem (step 260), and the electromagnets 61 and 62 are selectively energized based on this command current I (step 270).
[171] According to this embodiment which has the form demonstrated above, and drives the engine valve to drive control, in addition to the effect similar to the said 3rd embodiment, it can further have the following effect.
[172] (7) An internal pressure sensor was set on the basis of the spring-mass spectrometer vibration model that simulates the opening and closing behavior of the engine valve, and the external pressure acting on the engine valve was estimated using this observer. It is not necessary to newly install a sensor for estimating this external force, such as an exhaust pressure sensor, and the structure of the drive control apparatus of an engine valve can be simplified.
[173] (8) The force that changes according to the engine load is a case where the frictional resistance in the sliding part of the engine valve is originally changed according to, for example, the engine temperature, and the like, and the external force can be accurately estimated according to the variation of the frictional resistance. have. Therefore, it is possible to increase the estimation accuracy when estimating the external force, and further improve the followability and convergence of the actual driving speed with respect to the target driving speed.
[174] (9) In the case where the actual driving speed of the engine valve is calculated by differentiating the detection signal of the displacement sensor 52 as shown in Equation (1) above, noise is mixed in the detection signal of the displacement sensor 52. In this case, since the influence of the noise is emphasized, the calculation accuracy of the actual driving speed tends to decrease. In this embodiment, since the observer is used to estimate not only the external force but also the actual driving speed of the engine valve, the adverse effect caused by such noise can be suppressed, and furthermore, the actual driving speed to the target driving speed. Followability and convergence can be further improved.
[175] 5th embodiment
[176] Next, 5th Embodiment of this invention is described centering on difference with 3rd Embodiment.
[177] The present embodiment differs from the third embodiment in that the physical model of the engine valve is described based on the energy conservation equation, not on the equation of motion. Specifically, the dynamic energy amount of the engine valve is calculated based on the actual driving speed of the engine valve, and the target dynamic energy amount of the engine valve is calculated based on the target driving speed to calculate these deviations. . Then, the electromagnetic force requirement is calculated based on the deviation of the amount of energy and the energy conservation formula for the engine valve. Moreover, in the structure of the drive control apparatus of the engine valve which concerns on this embodiment, the cylinder pressure sensor 54 and the exhaust pressure sensor 58 are abbreviate | omitted among each pressure sensor 54, 56, 58. As shown in FIG.
[178] In the following, the procedure for calculating the electromagnetic force demand value will be described with reference to the flowchart shown in FIG. 14, taking the case of opening and closing the exhaust valve 10 as an example.
[179] In addition, a series of processes shown in this flowchart are performed after the supply of the holding current to each of the coils 42 and 46 is stopped (for example, after the timing t1 in FIG. 2) in the opening and closing operation of the exhaust valve 10. Or after the timing t6] is repeatedly executed by the electronic controller 50 with a predetermined time period [Delta] t.
[180] In this series of processes, the actual drive speed Va (i) of the exhaust valve 10 in the current control cycle is first calculated through each process in steps 300 to 320, and the target drive speed of the next control cycle is calculated. [Vt (i + 1) is read in. Further, since the processing contents of each of these steps 300 to 320 are the same as those of steps 200 to 220 in Fig. 11, the description is devoted.
[181] Next, based on the following equation (19), the actual energy amount Ea in the current control cycle of the exhaust valve 10 is calculated (step 330).
[182]
[183] The right side claim 1 of the equation (19) is the amount of kinetic energy of the modeled exhaust valve 10, and in the first claim, "m" is based on the mass of the movable part in the exhaust valve 10 and the like. Is a coefficient set by In addition, the right side claim 2 of the formula (l9) is the amount of elastic energy of the modeled exhaust valve 10, and in the above-mentioned claim "k" is the elasticity of the upper spring 28, the lower spring 24, etc. The coefficient is set based on the characteristic.
[184] Next, the target mechanical energy amount Et in the next control cycle of the exhaust valve 10 is calculated based on the following equation (20).
[185]
[186] In this way, when the actual amount of energy Ea and the target amount of energy Et are respectively calculated, the deviation ΔE of these respective amounts of energy Ea and Et is calculated based on the following equation (21). (Step 350).
[187]
[188] This energy amount variation ΔE changes depending on external forces acting on the exhaust valve 10, such as a force acting on the engine load or a frictional resistance of the sliding portion. That is, if such an external force does not act at all on the exhaust valve 10, the amount of mechanical energy possessed by the exhaust valve 10 is not always constant. In practice, however, the mechanical energy amount of the exhaust valve 10 is changed by the influence of the external force, and a deviation occurs between the actual mechanical energy amount Ea and the target mechanical energy amount Et. Therefore, the deviation ΔE of each of the mechanical energy amounts Ea and Et is obtained, and the electromagnetic force requirements are set based on the energy amount deviation ΔE to reflect the influence of the external force without directly obtaining the external force. It is possible to control the electromagnetic force in the form.
[189] The specific control state at this time is as follows. That is, the amount of work made through the electromagnetic force of each of the electromagnets 61 and 62 in the period from the current control cycle to the next control cycle in order to make the actual mechanical energy Ea coincide with the target mechanical energy Et in the next control cycle. (Fem) [X (i + 1) -X1 (i)], in other words, the amount of energy given to the exhaust valve 10 needs to coincide with the energy amount deviation ΔE generated by the external force acting on the exhaust valve 10. There is. That is, the relationship shown by the following formula (22) needs to be established between this energy amount deviation (DELTA) E and said Fem [X (i + 1) -X1 (i)].
[190]
[191] Therefore, the electromagnetic force demand Fem is finally calculated based on the following formula (23) obtained from this formula (22) (step 360).
[192]
[193] After the electromagnetic force demand Fem is calculated in this manner, the command current I supplied to the coils 42 and 46 of the electromagnets 61 and 62 is calculated through the respective processes of the following steps 370 and 380. At the same time, the electromagnets 61 and 62 are selectively energized based on this command current I. In addition, since the process contents of each of these steps 370 and 380 are the same as the steps 260 and 270 of FIG.
[194] According to the present embodiment having the above-described form and driving control of the engine valve, in addition to being able to have an effect equivalent to that of the third embodiment, substantially the same as the operation and effect shown in (7) in the fourth embodiment. The same effect can be achieved.
[195] (10) In other words, in the present embodiment, the electromagnetic force demand value is calculated by using an energy conservation formula for the engine valve. In this calculation, the force acting on the engine valve such as a force acting on the engine load or frictional resistance of the sliding part The influence of the external force is reflected as the magnitude of the energy amount deviation. Because of this, there is no need to calculate the external force itself. Therefore, it is not necessary to newly install a sensor for estimating the external force such as a cylinder internal pressure sensor or an exhaust pressure sensor, and this configuration can be simplified in the drive control device of the engine valve.
[196] Each said embodiment can also be implemented with the structure changed as follows.
[197] In the second embodiment, the feedback gain K is variably set to any one of the predetermined values K1 to K5 corresponding to the respective areas A to E according to the air gap G and the speed deviation ΔV. However, the setting form of this feedback gain K can be arbitrarily selected. For example, based on only the air gap G, this feedback gain K may be set larger step by step as the air gap G becomes larger. It is also possible to set the feedback gain K to be continuously changed in accordance with the air gap G using, for example, the following relational expression 24 without using the map operation.
[198]
[199] G: Air Gap
[200] Ka, Kb: integer
[201] In the second embodiment, the feedback gain K is set to the predetermined value K1 in the region A in setting the feedback gain K. However, in this region A, the air gap G is set. The feedback gain K may be set larger than this predetermined value K1 at this small time, i.e., when the exhaust valve 10 is close to the fully open position or the fully closed position. That is, when the speed deviation ΔV is larger than the predetermined value ΔV1 when the exhaust valve 10 is close to the fully open position or the fully closed position, the exhaust valve 10 reaches the fully open position or the fully closed position. Before running, the actual driving speed Va becomes "0" and there is a concern in the decoupling tank. The above configuration makes it possible to avoid the occurrence of such detuning tub as much as possible.
[202] In the first and second embodiments, the feedback control and the feedforward control are performed by setting the command current I at the time of energizing the electromagnets 61 and 62 based on the FB current Ib and the FF current If. Although both are performed, for example, only the feedback control may be executed, such as energizing and controlling the electromagnets 61 and 62 based only on the FB current Ib.
[203] In the first and second embodiments, only the P term (proportional term) of PID control is calculated when the FB current Ib is calculated based on the speed deviation ΔV. The term D (differential term) may be calculated.
[204] In each of the above embodiments, the feedback control is started when the air gap G decreases and becomes equal to or smaller than the predetermined value G1. However, the feedback control may always be performed regardless of the size of the air gap G.
[205] In the first and second embodiments, the speed deviation ΔV is calculated as a parameter representing the deviation between the actual driving speed Va and the target driving speed Vt. , vt) may be evaluated based on the ratio Va / Vt.
[206] In the third embodiment, the target drive speed Vt (i + corresponding to the actual drive speed Va (i) in the current control period and the valve displacement X (i + 1) (estimated value) in the next control period. 1)] (similarly, the estimated value) is calculated based on the acceleration demand value (a), but the valve displacement [X (i)] of the current control period is similar to the actual drive speed [Va (i)] of the current control period. The acceleration demand value a may be calculated based on the target drive speed Vt (i) corresponding to the actual value.
[207] In the third embodiment, the force acting on the exhaust valve 10 according to the engine load is estimated based on the pressure difference between the cylinder pressure and the exhaust pressure. Here, while the cylinder pressure greatly changes depending on the engine operation state, the exhaust pressure acts on the exhaust valve 10 only by the cylinder pressure, considering that the exhaust pressure is constant, considering that the change amount is relatively smaller than the cylinder pressure. The force may be estimated. Alternatively, since the cylinder pressure and the exhaust pressure have a correlation, the exhaust pressure may be estimated based on the cylinder pressure. In this way, the exhaust pressure sensor 58 can be omitted, and the configuration can be simplified.
[208] In the third embodiment, the intake air pressure used for the estimation of the external force is directly detected by the intake air pressure sensor 56. However, this intake air is based on the amount of intake air detected by the air flow meter and the engine rotational speed. The pressure may be estimated.
[209] In the fifth embodiment, the electromagnetic force demand Fem is calculated based on the above equation (23). However, for example, the external force acting on the engine valve in the current control cycle is estimated, and the force canceling the estimated external force is calculated. That is, the estimated external force and the force in the reverse direction may be added to the value obtained from Equation (23) to set this as the electromagnetic force demand Fem. According to such a configuration, since the amount of energy deviation caused by the external force in accordance with the offset force is offset by the feed forward, the followability and convergence of the actual drive speed Va to the target drive speed Vt are further increased. It can be increased. As for the external force, this can be estimated based on the detection signals of the pressure sensors 54, 56 and 58 as shown in the third embodiment, or it can be estimated using the observer as shown in the fourth embodiment.
[210] In the third to fifth embodiments, the command current I is calculated based on the above-mentioned FIG. 13, but the larger the electromagnetic force demand Fem and the larger the air gap G, the higher the command current I is. If set to a large value, this command current I can calculate this by arbitrary methods. For example, the command current I can be calculated based on a function formula as shown in the following equation (25).
[211]
[212] Kc, Kd: integer
[213] As described above, the present invention relates to a drive control apparatus and method for an engine valve for driving the engine valve 10 of an internal combustion engine based on the electromagnetic force of the electromagnets 61 and 61. The apparatus may be configured such that the controller sets the target driving speed of the engine valve corresponding to the engine no load in accordance with the displacement of the engine valve and approximately matches the target driving speed for setting the actual driving speed of the engine valve. The magnitude of the electromagnetic force may be controlled by energizing the electromagnet according to the deviation between the speed and the target driving speed.

权利要求:
Claims (13)
[1" claim-type="Currently amended] In the drive control device of the engine valve for driving control of the engine valve 10 of the internal combustion engine based on the electromagnetic force of at least one electromagnet (61, 62),
Setting means for setting a target driving speed of the engine valve corresponding to the engine no load in accordance with the displacement of the engine valve;
Controlling the magnitude of the electromagnetic force by energizing the electromagnet according to the deviation between these actual driving speeds and target driving speeds so as to substantially match the actual driving speeds of the engine valves to the target driving speeds set by the setting means. And a control means.
[2" claim-type="Currently amended] The method of claim 1,
The control means includes: feed forward current setting means for calculating a feedforward current for driving the engine valve by substantially matching the actual driving speed with the target driving speed at no engine load;
A feedback current calculating means for calculating a feedback current according to the deviation between the actual driving speed and the target driving speed,
And the control means controls an excitation current supplied to the electromagnet based on the feed forward current and the feedback current.
[3" claim-type="Currently amended] The method of claim 2,
And an excitation current supplied to the at least one electromagnet is substantially equal to the sum of the feed forward current and the feedback current.
[4" claim-type="Currently amended] The method of claim 2,
When the air gap formed between the engine valve and the electromagnet on the valve movement direction side is larger than a predetermined value, the feedback current setting means sets the feedback current to zero regardless of the deviation between the actual drive speed and the target drive speed. Drive control device.
[5" claim-type="Currently amended] The method of claim 2,
And the feedback current control means sets a larger feedback gain when calculating the feedback current as the air gap between the engine valve and the electromagnet on the valve moving direction is larger.
[6" claim-type="Currently amended] The method of claim 1,
The control means constructs a physical model of the engine valve including the drive speed of the engine valve as a model variable, and sets the actual drive speed to the target drive based on the physical model and the actual drive speed and the target drive speed. An electromagnetic force requirement value calculating means for calculating the required value of the electromagnetic force required to approximately match the speed;
And the control means controls an excitation current supplied to the electromagnet based on the electromagnetic force required value calculated by the electromagnetic force demand value calculating means.
[7" claim-type="Currently amended] The method of claim 6,
The electromagnetic force demand value calculating means includes acceleration demand value calculating means for calculating a request value for acceleration of the engine valve necessary for substantially matching the actual driving speed to the target speed; An external force estimating means for estimating an external force acting on the engine valve according to the engine operation state,
The electromagnetic force demand value calculating means calculates the electromagnetic force demand value based on the acceleration demand value calculated by the acceleration demand value calculation means, the external force estimated by the external force estimation means, and the motion equation of the engine valve describing the physical model. Drive control device, characterized in that.
[8" claim-type="Currently amended] The method of claim 7, wherein
And the external force estimating means estimates an external force based on at least one pressure acting on the engine valve and frictional resistance at each sliding portion of the engine valve.
[9" claim-type="Currently amended] The method of claim 7, wherein
The control means sets an observer for observing the internal state of the engine valve based on its vibration model, and by using the observer, the actual driving speed of the engine valve and the external force acting on the engine valve are estimated. Device.
[10" claim-type="Currently amended] The method of claim 6,
The electromagnetic force demand value calculating means includes energy amount deviation calculating means for calculating a deviation between the actual energy amount of the engine valve based on the actual driving speed and the target energy amount of the engine valve based on the target driving speed. ,
And the electromagnetic force demand value calculating means calculates the electromagnetic force requirement value based on an energy conservation equation of the engine valve describing the energy amount deviation and the physical model.
[11" claim-type="Currently amended] The method according to any one of claims 1 to 10,
The engine valve is displaceable between a first position and a second position, and the magnitude of the target driving speed is set to be the minimum when the engine valve reaches either the first position or the second position during its displacement. Drive control device, characterized in that.
[12" claim-type="Currently amended] The method according to any one of claims 1 to 10,
The internal combustion engine has at least one spring (24, 38) for applying an elastic force to the engine valve, the engine valve is driven by the elastic force of the spring in addition to the electromagnetic force of the electromagnet,
And the target drive speed is set to match the displacement speed when the engine valve is freely oscillated between the two displacement stages by the elastic force of the spring.
[13" claim-type="Currently amended] In the drive control method of the engine valve for controlling the drive of the engine valve 10 of the internal combustion engine based on the electromagnetic force of at least one electromagnet (61, 62),
Setting a target driving speed of the engine valve corresponding to the engine no load according to the displacement of the engine valve;
And controlling the magnitude of the electromagnetic force by energizing the electromagnet according to the deviation between these actual driving speeds and target driving speeds so as to substantially match the actual driving speeds of the engine valves with the target driving speeds. Drive control method.

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同族专利:

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公开号 | 公开日

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EP1167725A3|2003-04-09|

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KR100397118B1|2003-09-06|

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EP1167725B2|2012-10-31|

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DE60102102T2|2004-10-28|

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JP4281257B2|2009-06-17|

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US20020014213A1|2002-02-07|

---

DE60102102D1|2004-04-01|

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US6390039B2|2002-05-21|

---

DE60102102T3|2013-02-07|

---

EP1167725B1|2004-02-25|

---

JP2002081329A|2002-03-22|

---

EP1167725A2|2002-01-02|

引用文献:

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公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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法律状态:
2000-06-29|Priority to JP2000-196120

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2000-06-29|Priority to JP2000196120

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2001-02-16|Priority to JP2001-040685

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2001-02-16|Priority to JP2001040685A

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2001-06-28|Application filed by 와다 아끼히로, 도요다 지도샤 가부시끼가이샤

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2002-01-12|Publication of KR20020003288A

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2003-09-06|Application granted

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2003-09-06|Publication of KR100397118B1

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2004-11-25|First worldwide family litigation filed

优先权:

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申请号 | 申请日 | 专利标题

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JP2000-196120|2000-06-29|

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JP2000196120|2000-06-29|

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JP2001-040685|2001-02-16|

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JP2001040685A|JP4281257B2|2000-06-29|2001-02-16|Engine valve drive control device|